Device for attaching dynamos to railway-cars.



No. 731,382. PATENTED JUNE 16, 1903. J. F. MoELROY.

DEVICE FOR ATTACHING DYNAMOS TO RAILWAY CARS.

APPLICATION FILED JAN. 11, 1900. no MODEL. 3 SHEETS-SHEET 1.

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APPLIOATIOK FILED JAN. 11, 1900.

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J. F. MoELROY. DEVICE FOR ATTAGHING DYNAMOS TO RAILWAY CARS.

APPLICATION TILED JAN. 11,1900.

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Patented June 16, 1903.

UNITED STAT S PATENT QFFICE.

JAMES F. MOELROY, OF ALBANY, NEW YORK, ASSIGNOR. TO CONSOLIDATED OAR-HEATING COMPANY, OF ALBANY, NEW YORK.

DEVICE FOR ATTACHING DYNAMOS RAILWAY-CARS.

SFECIFIOATION forming part of Letters Patent No. 731,382, dated June 16, 1903.

Application filed January 11, 1900- Serial No. 1.084. (No model.)

To all whom it may concern:

Be it known that 1, JAMES F. MCELROY, a citizen of the United States of America, and a resident of Albany, in the county of Albany and State of New York, have invented certain new and useful Improvements in Devices for ttachingDynamos to Railway-Oars,of which the following is a specification.

My invention relates to devices for attaching a dynamo beneath a railway-car; and the object of my invention is to provide a means for suspending a dynamo beneath a railwaycar in such a manner that the parallelism of the dynamo-shaft with reference to the car axle will be maintained at all times. I attain this object by means of the mechanism illustrated in the accompanying drawings, in which- Figure 1 is a plan with part broken away. Fig. 2 is a side elevation, partly in section. Fig. 3 is a plan showing a modified form of my invention, taken along the lines Z Z of Fig. 4. Fig. 4 is a side elevation, partly in section, of a modified form shown in plan in Fig. 3. Fig. 5 is a plan of the second modified form. Fig. 6 is a side elevation, partly in section, of the modified form shown in plan in Fig. 5.

Similar characters refer to similar parts throughout the several views.

For the purpose of operating a dynamo adapted to generate electricity for lighting railwaycars it is necessary, providing the dynamo is to be operated by the revolution of the car-axle, thatthe dynamo should be so placed in reference to the axle that itwill adjust itself promptly and positively to each change in the position of the car-axle. Thus when the car is roundinga curve it is necessary that the dynamo-shaft should remain parallel with the car-axle, just as it does when the car is running along a straight track; otherwise the belt which connects the armature of the dynamo with the pulley on the axle will be tightened on one edge to the breaking-point or loosened, permitting slipping, and will be caused to run off the pulley or be crowded against the flanges, in any case causing damage. So far as I am aware 50 there has been no apparatus devised for mounting a dynamo beneath a car in such a manner that it will automatically adjust itself to each change in the position of the axle in reference to its parallelism with the dynamo, and I therefore do not intend to limit myself to the specific construction or particular means set forth in this specification for accomplishing that result.

In'the drawings, A represents a car-truck carrying the axle B, car-wheels C, and pulley D. Pulley D is preferablya split pulley, as shown in Fig. 2. The belt E passes about the pulley D and the armature-shaft F of the dynamo G. It is apparent that the dynamo must be so mounted in reference to the axle 6; to which the pulley is attached that the belt shall be kept taut and at the same time not stretched to any considerable degree. One method of accomplishing this is that shown in Figs. 1 and 2, which I now proceed to describe. I suspend the dynamo Gin a carriage in which the said dynamo may be moved transversely orlongitudinally,as herein more particularly set forth. The bars 9 g and rollersjj, with their connection, form a carriage to which the dynamo G is secured at end. The dynamois capableof moviuglongitudinally on the rollers j j, which bear against the under side of the plates g g, the ends of the rollers being properly sup- 8o ported within a suitable frame. The bar H, passing beneath the rollers h h, suitably mounted within the housings ff, attached to the carriage of the dynamo, enables the dynamo to be moved transversely along the bar H, the rollers allowing this motion to be made without generating any appreciable friction. It will be noted that the bar H is preferably curved to form an arc of a circle of which the swivel-point of the truck is the center, and one end, h, of the bar II is preferably bent substantially parallel to the carbody in order that the bar may be supported to the bottom of the car in such a manner as to support the dynamo in a horizontal position, it being apparent that if the support were at the ends of the curved bar H the weight of the dynamo would be greater in the rear of the support than in front of it and would tend to cause the dynamo to tip backward. I do not illustrate the method of securing the bar H to the bottom of the car, since it is apparent that it can be accomplished by means of bolts, straps, or in suitable manner; nor is it necessary that both ends of the bar II should be provided with an angle like that shown at h. I preferably secure the bar a to each of the plates 9 g and extend the same diagonally across the dynamo. I also secure to one of the plates 9 a bar I), the end of the bar Z) farthest from the dynamo secured in any suitable manner to a lever 0 near one end of said lever, the opposite end of the lever 0 being fulcrumed to the opposite side of the truck. The end of the lever c is pivoted to a rod K, which rod carries the spring S, having its seat against the block 5 at one end of the spring, the other end of the spring being secured by a collar .9, held in position by suitable nuts 8. The block 3 is held firmly in position preferably by the bifurcated bar 75, secured at each end to the frame of the truck. I also pivot the bar 19 to the lever d, which is fulcrumed at its opposite end to the same side of the truck A as the lever c is. .The resiliency of the spring S will force forward the rod K, lever c, and bar Z2, and therefore the dynamo G, and keep the belt E tight. On taking a curve the action of the truck will be to cause the dynamo to move on the curved bar H, maintaining the relative position of the dynamo with reference to its alinement with the axle of the car, both the dynamo and truck swiveling from the same center and connected togetheras described,and when the truck straightens out again the opposite movetnent will take place; but during the whole course of the movements the position of the dynamo and axle in relation to each other will remain the same. It willbe noted that I have mounted the dynamo in such a manner that in its every movement, either to the right or left, forward or backward, it will follow the movement of the truck and that these movements will be made readily on roller-bearings and without undue strain on the operative parts of the mechanism and that the belt will be kept taut at all times under the influence of the spring moving the dynamo longitudinally on rollersjj. I thus provide for two movements of the dynamoone in an arc of a circle of which the swivelpoint of the truck is the center, the other in the direction of a radius of that circle. In order to prevent a too-sudden blow upon the truck being transmitted to the belt, I may arrange a dash-pot P, which will cause the rod K to act slowly, and thus save undue strain upon the belt. For this purpose I may attach a projecting arm 13 to the rod K, adapted to engage with the plungers p of the dashpot P, as shown in Fig. 1. In the dash-pot I may arrange a check which when the sudden motion is caused by the spring S will tend to steady the movement of the rod K and restore the normal position of the apparatus without affecting the belt.

I have shown in Figs. 3 and 4 a modified form of my invention, in which I do away with the curved bar H and rollersjj and mount the dynamo by means of rods 7, 8, 9, and 10, extending through the car-floor, the dynamo being suspended by and capable of a universal movement in connection with said rods. I place in the bearings R R at the ends of the straps T, which are attached to the dynamo, enlarged openings and place spherical-formed nuts r on the rods, which nuts fit partly within the openings of the bearings, making a universal joint. I arrange also the bearings within the car with similar enlargements and small spherical-formed nuts or heads on the rods, thus providing a means for the universal movement of the dynamo, suspended, as aforesaid, beneath the car. I do not limit myself to this particular arrangement of hearing, a universal bearing being contemplated.

In Figs. 5 and 61 show a further modification of my invention. I mount the dynamo upon the rods as described in reference to Figs. 3 and 4 and secure the dynamo to pivoted bars on the truck-frame, similar to that shown in Fig. 1, with this exception: The bar 11, secured to the dynamo, is pivoted to the levers 12 and 13; but these levers instead of being fulcrumed at the opposite sides of the truck to the truck-frame, as shown in Fig. 1, are fulerumed to a bar 14: of the truck-frame adjacent to the bar 11 of the dynamo-frame, the dynamo thus being attached to the short arm of the lever, and the levers at their ends farthest from the dynamo-frame are made to carry a weight 15, which acts as a counter- .poise and tends to avert a sudden blow on the car or truck affecting injuriously the belt. A sudden shock to the car or truck would thus strike the fulcrum 14 of the levers 12 and 13 and be communicated to both the dynamo and weight 15, which would balance each other, and the belt would not be affected by the blow. It is evident that the weight of the levers 12and 13 may be used as a counterpoise.

I do not limit myself to any' particular means for interposing resistance or steadying or balancing effect between the truck and the dynamo, since I may use a dash-pot, as described in connection with Fig. 1, or a travelin g weight, as described in reference to Fig. 5, or any other suitable means forperforming this result; nor do I limit myself to the manner of mounting the dynamo in such a way that it will swivel with the truck and keep the parallelism between the two constant, as I may use the curved bar, as shown in Fig. 1, a straight bar or rods about which the dynamo may turn, as shown in Figs. 3, 4, 5, and 6, or any other suitable means for performing this result. I

What I do claim as my invention, and dcsire to secure by Letters Patent, is-

1. A car, a dynamo suspended from the bottom thereof by means of a bar secured to the bottom of the car, a car-truck placed beneath said car, said bar curved to form an arc of which the swivel-point of said truck is the center, a bar connecting said dynamo with levers pivoted to the frame of said truck, the shaft of said dynamo connected by a belt to the car-axle of said truck, and a means for keeping said belt taut, substantially as described.

2. A device for suspending a dynamo from the bottom of a car, consisting of a curved bar secured to the bottom of the car at each end, a plate secured to said dynamo beneath which said bar passes, rollers placed beneath said plates upon which said dynamo may be moved longitudinally, a bar connected to said dynamo, with levers pivoted to the truckframe of one of the car-trucks, a belt connecting the pulley on the car-axle with the shaft of the dynamo, a rod connected with one of said levers, a spring mounted on said rod, one end of said spring having its seat in contact with a rigidly-supported bar connected with the frame of said truck, with a means for preventing a sudden blow upon the truck from affecting said belt, substantially as described.

3. Acar, a dynamo suspended from the bottom thereof bymeans of a rail secured to the bottom of the car, a car-truck placed beneath said car, a bar connecting said dynamo with levers pivoted to the frame of said truck, the shaft of said dynamo connected to the belt on the axle of said truck, with a means for keeping said belt taut, substantially as described.

4. A car, a dynamo suspended from and beneath said car, a car-truck placed beneath said car, a plurality of levers each fulcrumed at one end to the frame of said car-truck, a bar connecting said dynamo with the opposite ends of said levers, so arranged and connected up that said dynamo will move either transversely or longitudinally according to the movement of said truck, the relative position of the dynamo with said truck being maintained constant at all times.

5. Adynamo suspended from and beneath a car, a means for connecting the dynamo to the car-truck by a plurality of levers fulcrumed to the truck, all so arranged and connected up that the motion of the truck will be immediately conveyed to the dynamo and cause the dynamo to move transversely in an arc of which the swivel-point of the truck is the center, and longitudinally in the direction of the radius of said circle, substantially as and for the purposes set forth.

6. A means for preventing injury to the belt connecting the shaft of a dynamo supported beneath a car, with a' pulley on the car-axle of a truck, consisting of a weight controlled by one arm of a lever fulcrumed to the frame of the truck, the other arm of said lever connected to the dynamo, so arranged and connected up that a shock to the car or truck will. strike the fulcrum and be communicated to both the weight and the dynamo, which substantially counterbalance each other, leaving the belt substantially unaffected by said shock, all substantially as described.

7. A car; a dynamo; a series of rods supporting said dynamo suspended thereby below the bottom of the car; bearings at each end of said rods so constructed as to allow for the universal movement of the rods within said bearings, substantially as described.

8. A car, a dynamo, a series of rods supporting said dynamo, suspended thereby below the bottom of the car, universal joints connecting said dynamo with said rods respectively, whereby said dynamo will have a universal movement in connection therewith, substantially as described.

Signed by me at Albany, New York, this 9th day of January, 1900.

JAMES F. MOELROY.

Witnesses:

EDWIN WILSON, HARRY J. WELSH. 

